CN115871704A - Autonomous driving kit, vehicle platform, vehicle control interface box, and vehicle - Google Patents

Abstract

The present disclosure provides an autopilot kit, a vehicle platform, a vehicle control interface box and a vehicle. The ADK is attachable to and detachable from the VP and issues instructions to the VP for autonomous driving. The VP includes a steering system for steering of the VP. The ADK (ADS of ADK) includes a computing component and a communication module configured to communicate with the VP. The calculation component obtains a torque value related to the steering system 33 from the VP via the communication module (S112 and S113), and sends a wheel steering angle command indicating a wheel steering angle according to the driving plan for autonomous driving and the obtained torque value to the VP (S114 and S115). While the attachable and detachable ADK control VP that issues an instruction for automated driving is issued, stable steering can be achieved even when a user intervenes in operation.

Description

Autonomous driving kit, vehicle platform, vehicle control interface box and vehicle

This non-provisional application is based on Japanese Patent Application No. 2021-158035 filed with the Japan Patent Office on September 28, 2021, the entire contents of which are incorporated herein by reference.

Technical Field

The present disclosure relates to an autonomous driving kit, a vehicle platform, a vehicle control interface box, and a vehicle, and in particular to: an autonomous driving kit that can be attached to and detached from the vehicle platform, the autonomous driving kit issuing instructions for autonomous driving to the vehicle platform; a vehicle platform that can communicate with the autonomous driving kit, the vehicle platform being configured to allow autonomous driving according to the instructions for autonomous driving from the autonomous driving kit; a vehicle control interface box that can communicate with the autonomous driving kit, the vehicle control interface box issuing instructions for autonomous driving to the vehicle platform according to the instructions for autonomous driving from the autonomous driving kit, and a vehicle including the autonomous driving kit or the vehicle platform.

Background Art

Recently, technology for autonomous driving of vehicles has been developed. For example, there is a vehicle in which an autonomous driving electronic control unit (ECU) that issues instructions for autonomous driving controls autonomous driving (for example, see Japanese Patent Laid-Open No. 2018-132015).

In the vehicle of Japanese Patent Laid-Open No. 2018-132015, an autonomous driving device (such as an autonomous driving ECU) that issues instructions for autonomous driving can be configured to be attachable to and detachable from the vehicle, and to be replaced with an autonomous driving device that complies with other specifications. However, with such a configuration, stable steering when a user intervenes in steering by operating the steering wheel is a problem.

Summary of the invention

The present disclosure is made to solve the above-mentioned problems, and its purpose is to provide an autonomous driving kit, a vehicle platform, a vehicle control interface box, and a vehicle, which allow stable steering even when a user intervenes in the steering while an attachable and detachable device that issues instructions for autonomous driving controls the vehicle.

The autonomous driving kit according to the present disclosure is an autonomous driving kit that can be attached to and removed from a vehicle platform, and the autonomous driving kit issues instructions for autonomous driving to the vehicle platform. The vehicle platform includes a steering system for steering the vehicle platform. The autonomous driving kit includes a computing component and a communication module configured to communicate with the vehicle platform. The computing component obtains a torque value related to the steering system from the vehicle platform via the communication module, and sends a wheel steering angle command to the vehicle platform via the communication module, the wheel steering angle command indicating a wheel steering angle according to a driving plan for autonomous driving and the torque value obtained.

According to such a configuration, the autonomous driving kit sends a wheel steering angle command to the vehicle platform, the wheel steering angle command indicating the wheel steering angle according to the torque value related to the steering system obtained from the vehicle platform and the driving plan of the autonomous driving. Therefore, the autonomous driving kit can steer the vehicle based on the torque value related to the steering system reflecting the user's intervention in the steering. Therefore, it is possible to provide an autonomous driving kit that can be attached and detached and controls the vehicle platform while issuing instructions for autonomous driving, and that can achieve stable steering even when the user intervenes in the steering.

The steering system may include a sensor for detecting a steering torque, and the torque value may be a value detected by the sensor. According to such a configuration, it is possible to detect a user's intervention in steering based on a change in the steering torque. Therefore, it is possible to achieve stable steering in consideration of the steering performed by the user.

The steering system may include a steering motor, and the torque value may be a torque value estimated based on a current value of the steering motor. According to such a configuration, user intervention in steering can be detected based on a change in the current value of the steering motor. Therefore, stable steering in consideration of steering performed by the user can be achieved.

The steering system may include a steering motor, and the torque value may be a value of a maximum steering torque that can be output by the steering motor. According to such a configuration, user intervention in steering can be detected based on a change in the value of the maximum steering torque that can be output at this time. Therefore, stable steering considering the steering performed by the user can be achieved.

According to another aspect of the present disclosure, a vehicle may include the above-mentioned autonomous driving kit. According to such a configuration, it is possible to provide a vehicle that can steer in a stable manner even when a user intervenes in steering while the attachable and detachable autonomous driving kit that issues instructions for autonomous driving controls the vehicle platform.

According to another embodiment of the present disclosure, a vehicle platform is a vehicle platform capable of communicating with an autonomous driving kit, and the vehicle platform is configured to allow autonomous driving according to instructions for autonomous driving from the autonomous driving kit. The autonomous driving kit can be attached to the vehicle platform and can be removed from the vehicle platform. The vehicle platform includes a steering system for steering the vehicle platform, and a vehicle control interface box that provides control commands for controlling the steering system. The vehicle control interface box sends a torque value related to the steering system in the vehicle platform to the autonomous driving kit according to a request from the autonomous driving kit, the autonomous driving kit obtains the torque value, and provides the steering system with a control command according to a wheel steering angle command received from the autonomous driving kit, the wheel steering angle command indicating a wheel steering angle according to a driving plan for autonomous driving and the torque value.

According to such a configuration, it is possible to provide a vehicle platform that can achieve stable steering even when a user intervenes in the steering while the attachable and detachable autonomous driving kit that issues a command for autonomous driving controls the vehicle platform.

The steering system may include a sensor for detecting a steering torque, and the torque value may be a value detected by the sensor. According to such a configuration, it is possible to detect a user's intervention in steering based on a change in the steering torque. Therefore, it is possible to achieve stable steering in consideration of the steering performed by the user.

The steering system may include a steering motor, and the torque value may be a torque value estimated based on a current value of the steering motor. According to such a configuration, user intervention in steering can be detected based on a change in the current value of the steering motor. Therefore, stable steering in consideration of steering performed by the user can be achieved.

The steering system may include a steering motor, and the torque value may be a value of a maximum steering torque that can be output by the steering motor. According to such a configuration, user intervention in steering can be detected based on a change in the value of the maximum steering torque that can be output at this time. Therefore, stable steering considering the steering performed by the user can be achieved.

According to another embodiment of the present disclosure, a vehicle may include the above-mentioned vehicle platform. According to such a configuration, it is possible to provide a vehicle that can steer in a stable manner even when a user intervenes in steering while an attachable and detachable autonomous driving kit that issues instructions for autonomous driving controls the vehicle platform.

According to another embodiment of the present disclosure, a vehicle control interface box is a vehicle control interface box capable of communicating with an autonomous driving kit, and the vehicle control interface box issues instructions for autonomous driving to a vehicle platform according to instructions for autonomous driving from the autonomous driving kit. The autonomous driving kit can be attached to the vehicle platform and can be removed from the vehicle platform. The vehicle platform includes a steering system for steering the vehicle platform. The vehicle control interface box includes a processor and a memory, in which a program executable by the processor is stored. According to the program stored in the memory, the processor sends a torque value related to the steering system in the vehicle platform to the autonomous driving kit according to a request from the autonomous driving kit, the autonomous driving kit obtains the torque value, and provides a control command to the steering system according to a wheel steering angle command received from the autonomous driving kit, the wheel steering angle command indicating a wheel steering angle according to a driving plan for autonomous driving and the torque value.

According to such a configuration, it is possible to provide a vehicle control interface box that can achieve stable steering even when a user intervenes in the steering while an attachable and detachable autonomous driving kit that issues instructions for autonomous driving controls a vehicle platform.

The foregoing and other objects, features, aspects and advantages of the present disclosure will become more apparent from the following detailed description of the present disclosure when taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram showing an outline of a vehicle according to an embodiment of the present disclosure.

FIG. 2 is a diagram showing in detail the configuration of the ADS, VCIB, and VP according to the present embodiment.

FIG. 3 is a flowchart showing the flow of processing for controlling the wheel steering angle executed in the vehicle 1 in the present embodiment.

FIG. 4 is a diagram showing the overall structure of an Autono-MaaS vehicle.

FIG5 is a diagram showing the system architecture of an Autono-MaaS vehicle.

FIG. 6 is a diagram showing a typical workflow in ADS.

FIG. 7 is a graph showing the relationship between the front wheel steering angle rate limit and the speed.

FIG8 is a state machine diagram of the power mode.

FIG. 9 is a diagram showing details of the shift change sequence.

FIG. 10 is a diagram showing a fixed sequence.

FIG. 11 is a diagram showing a stationary sequence.

FIG12 is a state machine diagram of the autonomous state.

FIG. 13 is a diagram showing the authentication process.

DETAILED DESCRIPTION

Embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. The same or corresponding elements in the drawings have the same reference numerals assigned thereto, and description thereof will not be repeated.

[Example]

<Overall Configuration>

FIG. 1 is a diagram showing an overview of a vehicle 1 according to an embodiment of the present disclosure. The vehicle 1 includes an autonomous driving kit (ADK) 10 and a vehicle platform (VP) 20. The ADK 10 is configured to be attachable to the VP 20 (attachable to the vehicle 1 and detachable from the vehicle 1). The ADK 10 and the VP 20 are configured to communicate with each other through a vehicle control interface (VCIB 40, which will be described later).

The VP 20 can perform automatic driving according to a control request from the ADK 10. Although FIG. 1 shows that the ADK 10 is located away from the VP 20, the ADK 10 is actually attached to the roof of the VP 20 or the like. The ADK 10 can also be detached from the VP 20. When the ADK 10 is not attached, the VP 20 performs driving control in a manual mode (driving control according to a user's operation).

ADK 10 includes an automatic driving system (ADS) 11 for automatic driving of vehicle 1. For example, ADS 11 creates a driving plan for vehicle 1. ADS 11 outputs various control requests for vehicle 1 to travel according to the driving plan to VP 20 according to an application program interface (API) defined for each control request. ADS 11 receives various signals indicating vehicle states (states of VP 20) from VP 20 according to the API defined for each signal. Then, ADS 11 reflects the vehicle state on the driving plan. Referring to FIG. 2 , a detailed configuration of ADS 11 will be described.

The VP 20 includes a base vehicle 30 and a vehicle control interface box (VCIB) 40 .

The base vehicle 30 performs various types of vehicle control according to a control request from the ADK 10 (ADS 11). The base vehicle 30 includes various systems and various sensors for controlling the base vehicle 30. More specifically, the base vehicle 30 includes an integrated control manager 31, a brake system 32, a steering system 33, a powertrain system 34, an active safety system 35, a body system 36, wheel speed sensors 51 and 52, a pinion angle sensor 53, a steering torque sensor 57, a steering motor 58, a camera 54, and radar sensors 55 and 56.

The integrated control manager 31 includes a processor such as a central processing unit (CPU) and memories such as a read-only memory (ROM) and a random access memory (RAM), although neither of them is shown, and integrally controls systems involved in the operation of the vehicle 1 (a braking system 32, a steering system 33, a powertrain system 34, an active safety system 35, and a body system 36).

The brake system 32 is configured to control a brake device provided in each wheel of the base vehicle 30. The brake device includes, for example, a disc brake system (not shown) that operates using hydraulic pressure regulated by an actuator.

Wheel speed sensors 51 and 52 are connected to the brake system 32. The wheel speed sensor 51 detects the rotation speed of the front wheels of the base vehicle 30, and outputs the detected rotation speed of the front wheels to the brake system 32. The wheel speed sensor 52 detects the rotation speed of the rear wheels of the base vehicle 30, and outputs the detected rotation speed of the rear wheels to the brake system 32. The brake system 32 outputs the rotation speed of each wheel to the VCIB 40 as one of the information included in the vehicle state. The brake system 32 generates a brake command for the brake device according to a prescribed control request output from the ADS 11 through the VCIB 40 and the integrated control manager 31. The brake system 32 controls the brake device based on the generated brake command. The integrated control manager 31 can calculate the speed of the vehicle 1 (vehicle speed) based on the rotation speed of each wheel.

The steering system 33 is configured to control the steering angle (wheel steering angle) of the steering wheel of the vehicle 1 using a steering device. The steering device includes, for example, a rack and pinion electric power steering (EPS) that allows the steering angle to be adjusted by a steering motor 58 as an actuator.

The pinion angle sensor 53 and the steering torque sensor 57 are connected to the steering system 33. The pinion angle sensor 53 detects the rotation angle (pinion angle) of the pinion connected to the rotating shaft of the steering motor 58, and outputs the detected pinion angle to the steering system 33. The steering system 33 outputs the pinion angle to the VCIB 40 as one of the information included in the vehicle state. The steering torque sensor 57 detects the torque in the rotation direction of the steering shaft applied between the steering wheel and the pinion, and provides the value of the detected torque to the steering system 33. The steering system 33 generates a steering command for the steering device according to the prescribed control request output from the ADS 11 through the VCIB 40 and the integrated control manager 31. The steering system 33 controls the steering device based on the generated steering command.

The powertrain system 34 controls an electronic parking brake (EPB) system 341 provided in at least one of the plurality of wheels, a parking lock (P lock) system 342 provided in a transmission of the vehicle 1, and a propulsion system 343 including a shift device (not shown) configured to allow selection of a shift gear. Referring to FIG. 2 , a detailed configuration of the powertrain system 34 will be described.

The active safety system 35 detects obstacles (pedestrians, bicycles, parked vehicles, utility poles, etc.) in front or behind using the camera 54 and radar sensors 55 and 56. The active safety system 35 determines whether the vehicle 1 is likely to collide with the obstacle based on the distance between the vehicle 1 and the obstacle and the moving direction of the vehicle 1. When the active safety system 35 determines that there is a possibility of collision, it outputs a braking command to the brake system 32 through the integrated control manager 31 to increase the braking force.

The body system 36 is configured to control components such as a direction indicator, a horn, and a wiper (none of which is shown) according to, for example, the state of travel of the vehicle 1 or the surrounding environment. The body system 36 controls the respective components according to a prescribed control request output from the ADS 11 through the VCIB 40 and the integrated control manager 31.

The VCIB 40 is configured to communicate with the ADS 11 through a controller area network (CAN). The VCIB 40 receives various control requests from the ADS 11, or outputs a vehicle status to the ADS 11 by executing a prescribed API defined for each signal. When the VCIB 40 receives a control request from the ADK 10, it outputs a control command corresponding to the control request to a system corresponding to the control command through the integrated control manager 31. The VCIB 40 obtains various types of information about the base vehicle 30 from each system through the integrated control manager 31, and outputs the status of the base vehicle 30 to the ADS 11 as a vehicle status.

The vehicle 1 may be used as one of the constituent elements of a Mobility as a Service (MaaS) system. In addition to the vehicle 1, the MaaS system also includes, for example, a data server and a Mobility Service Platform (MSPF) (neither of which is shown).

MSPF is an integration platform to which various mobility services are connected. Mobility services related to autonomous driving are connected to MSPF. In addition to mobility services related to autonomous driving, mobility services provided by ride-sharing companies, car-sharing companies, car rental companies, taxi companies, and insurance companies can be connected to MSPF.

The vehicle 1 further includes a data communication module (DCM) (not shown) capable of wirelessly communicating with a data server. The DCM outputs vehicle information such as speed, location, or autonomous driving status to the data server. The DCM receives various types of data from mobility services related to autonomous driving through the MSPF and the data server for managing the travel of autonomous driving vehicles including the vehicle 1 in the mobility service.

MSPF publishes APIs for using various types of data on vehicle status and vehicle control required for developing ADS 11. By using the APIs published on MSPF, various mobility services can use various functions provided by MSPF according to the service content. For example, mobility services related to autonomous driving can obtain operation control data of vehicle 1 or information stored in a data server from MSPF by using the APIs published on MSPF. Mobility services related to autonomous driving can send data for managing autonomous driving vehicles including vehicle 1 to MSPF by using the APIs.

<Detailed Configuration>

2 is a diagram showing in detail the configuration of the ADS 11, VCIB 40, and VP 20 according to the present embodiment. As shown in FIG2 , the ADS 11 includes a computing component 111, a human machine interface (HMI) 112, a sensor for perception 113, a sensor for gesture 114, and a sensor cleaner 115.

The computing component 111 includes a processor such as a central processing unit (CPU) and a memory such as a read-only memory (ROM) and a random access memory (RAM), although none of them are shown. Programs that can be executed by the processor are stored in the memory. During the automatic driving of the vehicle 1, the computing component 111 obtains information indicating the environment around the vehicle 1 and information indicating the posture, behavior and position of the vehicle 1 from various sensors (to be described later), and obtains the vehicle state from the VP 20 through the VCIB 40, and sets the next operation (acceleration, deceleration or turning) of the vehicle 1. The computing component 111 outputs various commands for implementing the next operation to the VCIB 40. The computing component 111 further includes communication modules 111A and 111B. The communication modules 111A and 111B are each configured to communicate with the VCIB 40.

The HMI 112 presents information to the user and accepts the user's operation during the automatic driving, during the driving requiring the user's operation, or when transitioning between the automatic driving and the driving requiring the user's operation. The HMI 112 is configured to be connected to an input and output device (not shown), such as a touch panel display provided in the base vehicle 30.

The sensor 113 for sensing is a sensor for sensing the environment around the vehicle 1. The sensor 113 for sensing includes, for example, at least one of a laser imaging detection and ranging (LIDAR), a millimeter wave radar, and a camera (all not shown). For example, the LIDAR measures the distance and direction to the object by emitting a laser beam of infrared pulses and detecting the laser beam reflected by the object. The millimeter wave radar measures the distance and direction to the object by emitting millimeter waves and detecting the millimeter waves reflected by the object. The camera is, for example, arranged on the rear side of the rearview mirror inside the vehicle and captures an image in front of the vehicle 1.

The sensor 114 for posture is a sensor that detects the posture, behavior, or position of the vehicle 1. The sensor 114 for posture includes, for example, an inertial measurement unit (IMU) and a global positioning system (GPS) (neither shown). The IMU detects, for example, acceleration in the front-rear direction, lateral direction, and up-and-down direction of the vehicle 1, and angular velocity in the roll direction, pitch direction, and yaw direction of the vehicle 1. The GPS detects the position of the vehicle 1 based on information received from a plurality of GPS satellites orbiting the earth.

The sensor cleaner 115 is configured to remove dirt attached to various sensors (lenses of cameras or portions from which laser beams are emitted) using a cleaning solution or a wiper during the travel of the vehicle 1 .

VCIB 40 includes VCIB 41 and VCIB 42. Each of VCIB 41 and 42 includes a processor such as a central processing unit (CPU) and a memory such as a read-only memory (ROM) and a random access memory (RAM), although neither of them is shown. Programs that can be executed by the processor are stored in the memory. VCIB 41 and communication module 111A are communicably connected to each other. VCIB 42 and communication module 111B are communicably connected to each other. VCIB 41 and VCIB 42 are communicably connected to each other.

The VCIBs 41 and 42 each relay a control request and vehicle information between the ADS 11 and the VP 20. More specifically, the VCIB 41 generates a control command according to a control request from the ADS 11 using an API.

For example, the control commands (commands) corresponding to the control requests supplied from the ADS 11 to the VCIB 40 include a propulsion direction command requesting switching of a shift gear, a fixed command requesting activation/deactivation of the EPB system 341 and the P-lock system 342, an acceleration command requesting acceleration or deceleration of the vehicle 1, a wheel steering angle command requesting a wheel steering angle of the steering wheel, and an automation command requesting switching between an autonomous mode and a manual mode and a stationary command requesting keeping the vehicle stationary or stopping keeping the vehicle stationary.

Then, the VCIB 41 outputs the generated control command to a corresponding system among the plurality of systems included in the VP 20. The VCIB 41 generates information indicating the vehicle state based on the vehicle information from the respective systems of the VP 20 using the API. The information indicating the vehicle state may be the same information as the vehicle information, or may be information extracted from the vehicle information for processing performed by the ADS 11. The VCIB 41 provides the generated information indicating the vehicle state to the ADS 11. This also applies to the VCIB 42.

The brake system 32 includes brake systems 321 and 322. The steering system 33 includes steering systems 331 and 332. The powertrain system 34 includes an EPB system 341, a P-lock system 342, and a propulsion system 343.

Although the VCIB 41 and the VCIB 42 are substantially equivalent to each other in function, they are partially different in terms of the systems connected to the VCIB included in the VP 20. Specifically, the VCIB 41, the brake system 321, the steering system 331, the EPB system 341, the P-lock system 342, the propulsion system 343, and the body system 36 are communicably connected to each other through a communication bus. The VCIB 42, the brake system 322, the steering system 332, and the P-lock system 342 are communicably connected to each other through a communication bus.

Since the VCIBs 41 and 42 having equivalent functions related to the operation of at least one system (e.g., braking or steering) are thus included in the VCIB 40, the control systems between the ADS 11 and the VP 20 are redundant. Therefore, when a certain type of failure occurs in the system, the function of the VP 20 can be maintained by appropriately switching between the control systems or disconnecting the control system in which the failure has occurred.

The braking systems 321 and 322 are each configured to control a braking device. The braking system 321 generates a braking command to the braking device according to a control request output from the ADS 11 through the VCIB 41. The braking system 322 generates a braking command to the braking device according to a control request output from the ADS 11 through the VCIB 42. The braking system 321 and the braking system 322 may be functionally equivalent to each other. Alternatively, one of the braking systems 321 and 322 may be configured to independently control the braking force of each wheel, while the other of the braking systems 321 and 322 may be configured to control the braking force so that the same braking force is generated in the wheel. For example, the braking systems 321 and 322 may control the braking device based on a braking command generated in either one of them, and when a fault occurs in the braking system, they may control the braking device based on a braking command generated by the other one thereof.

The steering systems 331 and 332 are each configured to control the steering angle of the steering wheel of the vehicle 1 using a steering device. The steering system 331 generates a steering command to the steering device according to a control request output from the ADS 11 through the VCIB 41. The steering system 332 generates a steering command to the steering device according to a control request output from the ADS 11 through the VCIB 42. The steering system 331 and the steering system 332 may be functionally equivalent to each other. Alternatively, the steering systems 331 and 332 may control the steering device based on a steering command generated in either one thereof, and when a failure occurs in the steering system, they may control the steering device based on a steering command generated by the other one thereof.

The EPB system 341 controls the EPB according to a control request output from the ADS 11 through the VCIB 41. The EPB is provided separately from the brake device (disc brake system, etc.), and fixes the wheel by the operation of the actuator. For example, the EPB activates a drum brake for a parking brake provided in at least one of the plurality of wheels using an actuator to fix the wheel, or activates the brake device to fix the wheel using an actuator capable of adjusting the hydraulic pressure to be supplied to the brake device separately from the brake systems 321 and 322. The EPB system 341 performs a brake holding function, and is configured to switch between activation and release of the brake holding.

The P-lock system 342 controls the P-lock device according to the control request output from the ADS 11 through the VCIB 41. For example, when the control request includes a control request to set the shift gear to the parking gear (P gear), the P-lock system 342 activates the P-lock device, and when the control request includes a control request to set the shift gear to a shift gear other than the P gear, it deactivates the P-lock device. The P-lock device fits a protrusion (whose position is adjusted by an actuator) provided at the tip of the parking lock pawl into the teeth of a gear (locking gear) provided to be coupled with a rotating element in the transmission of the vehicle 1. The rotation of the output shaft of the transmission is thereby fixed and the wheels are fixed.

The propulsion system 343 switches the shift position of the shift device and controls the driving force from the driving source (motor generator and engine) according to the control request output from the ADS 11 through the VCIB 41. The shift position includes, for example, a neutral position (N position), a forward driving position (D position), and a reverse driving position (R position) in addition to the P position.

The active safety system 35 is communicably connected to the brake system 321. As described above, the active safety system 35 detects obstacles ahead by using the camera 54 and/or the radar sensor 55, and when determining that there is a possibility of a collision, it outputs a brake command to the brake system 321 to increase the braking force.

The body system 36 controls components such as a direction indicator, a horn, or a wiper according to a control request output from the ADS 11 through the VCIB 41 .

For example, when the autonomous mode is selected by the user's operation of the HMI 112 in the vehicle 1, the automatic driving is performed. During the automatic driving, the ADS 11 initially creates a driving plan as described above. Examples of driving plans include a plan to continue straight, a plan to turn left/right at a specified intersection on a predetermined driving path, and a plan to change the driving lane. The ADS 11 calculates the controllable physical quantities (acceleration, deceleration, and wheel steering angle) required for the operation of the vehicle 1 according to the created driving plan. The ADS 11 divides the physical quantities for each execution cycle time of the API. The ADS 11 outputs a control request representing the divided physical quantities to the VCIB 40 through the API. In addition, the ADS 11 obtains the vehicle state (the actual moving direction of the vehicle 1 and the fixed state of the vehicle) from the VP 20, and creates a driving plan reflecting the obtained vehicle state again. The ADS 11 therefore allows automatic driving of the vehicle 1.

<Control of wheel steering angle>

In the above configuration, stable steering when the user intervenes in the steering by operating the steering wheel is a problem.

The computing component 111 of the ADS 11 of the ADK 10 obtains torque values related to the steering systems 331 and 332 from the VP 20 through the communication modules 111A and 111B, and sends a wheel steering angle command indicating a wheel steering angle according to a driving plan of autonomous driving and torque values to the VP 20 through the communication modules 111A and 111B.

ADK 10 thus transmits to VP 20 a wheel steering angle command indicating a wheel steering angle according to a driving plan for autonomous driving and a torque value related to steering systems 331 and 332 obtained from VP 20. Therefore, the vehicle can steer based on the torque value related to steering systems 331 and 332 reflecting the user's intervention in steering. Therefore, while the attachable and detachable ADK 10 that issues an instruction for autonomous driving controls VP 20, stable steering can be achieved even when the user intervenes in steering.

FIG3 is a flowchart showing the flow of processing for controlling the wheel steering angle executed in the vehicle 1 in the present embodiment. The wheel steering angle calculation processing and the steering control processing in FIG3 are executed by calling from a higher-order processing by the calculation component 111 of the ADS 11 and the VCIB 40 (or the integrated control manager 31) of the VP 20 at each prescribed control cycle. Although the various steps included in the flowchart shown in FIG3 are executed by software processing by the ADS 11 (the calculation component 111) or the VP 20 (the VCIB 40 or the integrated control manager 31), it may also be executed by hardware (circuitry) arranged in the ADS 11 or the VP 20. The steps are hereinafter abbreviated as S.

The processor of the calculation component 111 of the ADS 11 determines whether steering is required in the immediate driving plan (S111). When the processor of the calculation component 111 determines that steering is required ("Yes" in S111), it requests the VP 20 to send values required for calculating the wheel steering angle (for example, the sensor value from the steering torque sensor 57, the estimated value of the torque generated by the steering motor 58, and the maximum generated torque that the steering motor 58 can output) (S112).

The processor of the VCIB 40 of the VP 20 determines whether the ADS 11 has requested a value required for calculating the wheel steering angle (S211). When the base vehicle 30 is manufactured, the values required for the control of the base vehicle 30 are pre-stored in the memory of the integrated control manager 31 (or the memory of the VCIB 40), or obtained by sensors of various systems of the base vehicle 30 such as the integrated control manager 31 (or the VCIB 40) and the steering system 33 (for example, the pinion angle sensor 53 of the steering system 33, the steering torque sensor 57, and the current sensor of the steering motor 58). In the present embodiment, the values required for the control of the base vehicle 30 include a torque value related to the steering system 33 (such as a torque value detected by the steering torque sensor 57), a torque value estimated from the current value of the steering motor 58, and a torque value of the maximum steering torque that the steering motor 58 can output.

When the processor of the VCIB 40 determines that a request for a required value has been issued ("Yes" in S211), it obtains the required value (e.g., a torque value detected by the steering torque sensor 57, a torque value estimated from the current value of the steering motor 58, and a torque value of the maximum steering torque that the steering motor 58 can output) from the memory of the integrated control manager 31 (or the memory of the VCIB 40) or the sensors of each system of the base vehicle 30 (S212). The processor of the VCIB 40 sends the obtained value to the ADK 10 (S213).

The processor of the computing component 111 of the ADS 11 of the ADK 10 determines whether it has received the obtained value from the VCIB 40 of the VP 20 (S113). When the processor of the computing component 111 determines that it has received the obtained value ("Yes" in S113), it calculates the wheel steering angle according to the driving plan at the current time point based on the received obtained value (S114). Specifically, when it is determined that the user intervenes in the steering in the automatic driving by operating the steering wheel based on the torque value from the steering torque sensor 57, the estimated torque value of the steering motor 58, or the maximum value of the steering torque that the steering motor 58 can output, for example, the same steering angle as the previous control cycle is calculated. The steering angle when intervening in steering can be calculated in other ways, and for example, the steering angle can be set to a value that does not indicate the steering angle. The processor of the computing component 111 sends a wheel steering angle command to the VP 20 for indicating the calculated wheel steering angle (S115).

The processor of the VCIB 40 of the VP 20 determines whether it has received a wheel steering angle command from the ADK 10 (S214). When the processor of the VCIB 40 determines that it has received a wheel steering angle command ("Yes" in S214), it controls the steering system 33 to set the wheel steering angle indicated in the wheel steering angle command (S215).

[Modifications]

(1) In the aforementioned embodiment, the VCIB 40 (or the integrated control manager 31) directly controls the various functional units of the base vehicle 30, such as the steering system 33. Without being limited thereto, the various functional units may include ECUs, and the VCIB 40 (or the integrated control manager 31) may indirectly control the functional units by issuing control commands to the ECUs of the various functional units so that the ECUs control the functional units according to the control commands.

(2) In the aforementioned embodiment, as shown in FIG3, each time the steering angle is calculated, the calculation component 111 of the ADS 11 of the ADK 10 obtains the value required for calculating the wheel steering angle from the processor of the VCIB 40 of the VP 20 (or the processor of the integrated control manager 31). Without being limited thereto, the value required for calculating the wheel steering angle may be obtained at a time such as when the ADK 10 and the VP 20 of the vehicle 1 are turned on or at another time every prescribed cycle.

(3) The foregoing embodiments may be understood as disclosure of devices such as the vehicle 1 , ADK 10 , ADS 11 , VP 20 , base vehicle 30 , or VCIB 40 , or as disclosure of control methods or control programs in such devices.

[Summarize]

(1) As shown in FIGS. 1 and 2 , ADK 10 is attachable to and detachable from VP 20, and issues instructions for autonomous driving to VP 20. As shown in FIGS. 1 and 2 , VP 20 includes a steering system 33 for steering of VP 20. As shown in FIG. 2 , ADK 10 (ADS 11) includes a computing component 111 and communication modules 111A and 111B configured to communicate with VP 20. As shown in FIG. 3 , computing component 111 obtains torque values related to steering system 33 from VP 20 through communication modules 111A and 111B (e.g., S112 and S113), and sends wheel steering angle commands (e.g., S114 and S115) indicating wheel steering angles according to the driving plan of autonomous driving and the obtained torque values to VP 20 through communication modules 111A and 111B.

Therefore, the ADK 10 transmits a wheel steering angle command indicating a wheel steering angle according to the torque value related to the steering system 33 obtained from the VP 20 and the driving plan of the autonomous driving to the VP 20. Therefore, the ADK 10 can steer the base vehicle 30 based on the torque value related to the steering system 33 reflecting the user's intervention in steering. Therefore, while the attachable and detachable ADK 10 that issues an instruction for autonomous driving controls the VP 20, stable steering can be achieved even when the user intervenes in the operation.

(2) As shown in FIG1 , the steering system 33 includes a steering torque sensor 57 that detects a steering torque. As shown in FIG3 , the torque value may be a torque value detected by the steering torque sensor 57. Therefore, it is possible to detect the user's intervention in steering based on the change in the steering torque. Therefore, it is possible to achieve stable steering in consideration of the steering performed by the user.

(3) As shown in FIG1 , the steering system 33 includes a steering motor 58. As shown in FIG3 , the torque value may be a torque value estimated from a current value detected by a current sensor of the steering motor 58. Therefore, it is possible to detect the user's intervention in steering based on a change in the current value of the steering motor 58. Therefore, it is possible to achieve stable steering in consideration of the steering performed by the user.

(4) As shown in FIG1 , the steering system 33 includes a steering motor 58. As shown in FIG3 , the torque value may be a value of a maximum steering torque that can be output by the steering motor 58. Therefore, it is possible to detect the user's intervention in steering based on a change in the value of the maximum steering torque that can be output at this time. Therefore, it is possible to achieve stable steering that takes into account the steering performed by the user.

(5) As shown in Fig. 1 and Fig. 2, the vehicle 1 may include the above-described ADK 10. Therefore, while the attachable and detachable ADK 10 that issues instructions for automatic driving controls the VP 20, stable steering can be achieved even when the user intervenes in the steering.

(6) As shown in FIGS. 1 and 2 , VP 20 is capable of communicating with ADK 10 and is configured to allow autonomous driving according to instructions for autonomous driving from ADK 10. As shown in FIGS. 1 and 2 , ADK 10 is capable of being attached to VP 20 and is capable of being detached from VP 20. As shown in FIGS. 1 and 2 , VP 20 includes a steering system 33 for steering of VP 20 and a VCIB 40 that provides a control command for controlling the steering system 33. As shown in FIG. 3 , VCIB 40 sends a torque value related to the steering system 33 in VP 20 to ADK 10 in response to a request from ADK 10 to obtain the torque value (e.g., S213), and provides a control command to the steering system 33 in response to a wheel steering angle command received from ADK 10, the wheel steering angle command indicating a wheel steering angle according to a driving plan for autonomous driving and a torque value (e.g., S215).

Therefore, while the attachable and detachable ADK 10 that issues an instruction for autonomous driving controls the VP 20, even when the user intervenes in the steering, stable steering can be achieved.

(7) As shown in Fig. 1 and Fig. 2, the vehicle 1 may include the above-described VP 20. Therefore, while the attachable and detachable ADK 10 that issues instructions for automatic driving controls the VP 20, even when the user intervenes in the steering, stable steering can be achieved.

(8) As shown in FIGS. 1 and 2 , VCIB 40 is capable of communicating with ADK 10, and issues instructions for autonomous driving to VP 20 according to instructions for autonomous driving from ADK 10. As shown in FIGS. 1 and 2 , ADK 10 is capable of being attached to VP 20 and detached from VP 20. As shown in FIGS. 1 and 2 , VP 20 includes a steering system 33 for steering VP 20. As shown in FIGS. 1 and 2 , VCIB 40 includes a processor and a memory in which a program executable by the processor is stored. As shown in FIG. 3 , according to the program stored in the memory, the processor of VCIB 40 sends the torque value related to the steering system 33 in VP 20 to ADK 10 according to a request from ADK 10 to obtain the torque value (e.g., S213), and provides the steering system 33 with a control command (e.g., S215) according to the wheel steering angle command received from ADK 10, the wheel steering angle command indicating the wheel steering angle according to the driving plan for autonomous driving and the torque value.

Therefore, while the attachable and detachable ADK 10 that issues an instruction for autonomous driving controls the VP 20, even when the user intervenes in the steering, stable steering can be achieved.

[Example]

API Specifications for Toyota Vehicle Platforms

Version 1.1

Revision History

Table of contents

1. Introduction

1.1. Purpose of this Code

1.2. Target vehicle

1.3. Definition of terms

2. Structure

2.1. Overall structure of the Autono-MaaS vehicle

2.2.System structure of Autono-MaaS vehicles

3. Application interface

3.1. Typical Uses of the API

3.2. API for vehicle motion control

3.2.1. API List for Vehicle Motion Control

3.2.2. Details of each API for vehicle motion control

3.3. API for body control

3.3.1. API list for body control

3.3.2. Details of each API for body control

3.4. API for power control

3.4.1. API List for Power Control

3.4.2. Details of each API for power control

3.5. API for fault notification

3.5.1. API List for Failure Notification

3.5.2. Details of each API used for failure notification

3.6. API for security

3.6.1. API List for Security

3.6.2. Details of each API for security

4. API Guidelines for Controlling Toyota Vehicles

4.1. API for vehicle motion control

4.1.1. API List for Vehicle Motion Control

4.1.2. Detailed Guide to API for Vehicle Motion Control

4.2. API for body control

4.2.1. API list for body control

4.3. API for power control

4.3.1. API List for Power Control

4.4. API for fault notification

4.4.1. API List for Failure Notification

4.5. API for security

4.5.1. API List for Security

4.5.2. Detailed Guidelines for API Security

1. Introduction

1.1. Purpose of this Code

This document is the API specification for the vehicle control interface for Autono-MaaS vehicles and contains an overview of the API, usage methods, and precautions.

1.2. Target vehicle

This specification applies to Autono-MaaS vehicles defined by [Architecture Specification for Toyota Vehicle Platform with Automated Driving System].

1.3. Definition of terms

Table 1. Definition of terms

2. Structure

2.1. Overall structure of the Autono-MaaS vehicle

The overall structure of the Autono-MaaS vehicle is shown ( FIG4 ).

2.2.System structure of Autono-MaaS vehicles

The system architecture is shown in FIG5 .

3. Application interface

3.1. Typical Uses of the API

In this section, typical uses of the API are described.

The typical workflow of the API is as follows (Figure 6). The following examples assume CAN for physical communication. 3.2. API for vehicle motion control

In this section, the API for vehicle motion control is described.

3.2.1. API List for Vehicle Motion Control

3.2.1.1. Input

Table 3. Input API for vehicle motion control

*Response time in VP based on request from ADK

3.2.1.2. Output

Table 4. Output API for vehicle motion control

3.2.2. Details of each API for vehicle motion control

3.2.2.1. Advance Direction Command

Requesting a gear change from forward (D) to reverse (R), or from reverse to forward

value

Remark

Only available when Vehicle Mode Status = "Autonomous Mode".

Only available when the vehicle is stationary (driving direction = "stationary").

Available only when brakes are applied.

3.2.2.2. Fixed commands

Request to open/close wheel locks

value

The following table shows the situation where EPB and P positions are used for fixing.

Remark

This API is used to park the vehicle.

Only available when Vehicle Mode Status = "Autonomous Mode".

Can only be changed when the vehicle is stationary (driving direction = "stationary").

Can only be changed when brakes are applied.

3.2.2.3.Standstill command

Request to apply/release the brake hold function

value

Remark

This API is used to select whether to allow the brake hold function.

Only available when Vehicle Mode Status = "Autonomous Mode".

The acceleration command (deceleration request) needs to be continued until the stationary state becomes "Applied".

3.2.2.4. Acceleration Command

Request acceleration

value

Estimated maximum deceleration to estimated maximum acceleration [m/ ^s2 ]

Remark

Only available when Vehicle Mode Status = "Autonomous Mode".

Acceleration (+) and deceleration (-) requests based on the direction of propulsion state.

The upper/lower limits will vary based on the estimated maximum deceleration and estimated maximum acceleration.

When an acceleration greater than the estimated maximum acceleration is requested, the request is set to the estimated maximum acceleration.

When a deceleration greater than the estimated maximum deceleration is requested, the request is set to the estimated maximum deceleration.

• In the event of driver control of the vehicle (override), the requested acceleration may not be achieved.

When PCS is working simultaneously, VP should select minimum acceleration (maximum deceleration).

3.2.2.5. Front wheel steering angle command

value

value describe Remark — [Unit: radians]

Remark

Only available when Vehicle Mode Status = "Autonomous Mode".

·The left side is positive (+). The right side is negative (-).

When the vehicle is traveling in a straight line, the front wheel steering angle is set to a value (0).

The request is set to a value relative to the current one to prevent accumulation of misalignment of the "front wheel steering angle".

The requested value should be set within the front wheel steering angle rate limit.

In the event of driver control of the vehicle (override), the requested front wheel steering angle may not be achieved.

3.2.2.6. Vehicle Mode Commands

Request to change from manual mode to autonomous mode, or from autonomous mode to manual mode

value

Remark

N/A

3.2.2.7. Highly dynamic commands

If ADK is to improve the braking response performance of VP ^* , the high dynamic command should be set to "High".

*Response time in VP based on request from ADK

value

value describe Remark 0 No request 1 high 2-3 reserve

Remark

N/A

3.2.2.8. Advance direction status

Current shift status

value

value describe Remark 0 reserve 1 P 2 R 3 N 4 D 5 reserve 6 Invalid value

Remark

If the VP is not aware of the current shift status, this output is set to "invalid value".

3.2.2.9. Fixed state

Each fixed system state

The following table shows the case where EPB and P gears are used for fixing.

Remark

N/A

3.2.2.10.Standstill state

Static state

value

value describe Remark 0 Released 1 Applied 2 reserve 3 Invalid value

Remark

N/A

3.2.2.11. Estimation of glide acceleration

With the throttle closed, the acceleration calculated in VP takes into account the gradient, road load, etc.

value

[Unit: m/ ^s2 ]

Remark

When the propulsion direction state is "D", the acceleration in the forward direction shows a positive value.

When the forward direction state is "R", the acceleration in the backward direction shows a positive value.

3.2.2.12. Estimation of maximum acceleration

With the throttle fully open, the acceleration calculated in VP takes into account the gradient, road load, etc.

value

[Unit: m/ ^s2 ]

Remark

When the propulsion direction state is "D", the acceleration in the forward direction shows a positive value.

When the forward direction state is "R", the acceleration in the backward direction shows a positive value.

3.2.2.13. Estimation of maximum deceleration

When the braking in VP is requested to be maximum, the maximum deceleration in VP is calculated in consideration of the slope, road load, and the like.

value

[Unit: m/ ^s2 ]

Remark

When the propulsion direction state is "D", the deceleration in the forward direction shows a negative value.

When the forward direction state is "R", the deceleration in the reverse direction shows a negative value.

3.2.2.14. Front wheel steering angle

value

value describe Remark Minimum Invalid value other [Unit: radians]

Remark

·The left side is positive (+). The right side is negative (-).

• Until VP is able to calculate the correct value or when the sensor is invalid/faulty, the signal will show an invalid value.

3.2.2.15. Front wheel steering angle rate

Front wheel steering angle rate

value

value describe Remark Minimum Invalid value other [Unit: radians]

Remark

·The left side is positive (+). The right side is negative (-).

Until VP is able to calculate the correct value or when the front wheel steering angle shows a minimum value, the signal will show an invalid value.

3.2.2.16. Front wheel steering angle rate limit

Front wheel steering angle rate limit

value

[Unit: radians/second]

Remark

The limit is calculated from the vehicle speed-steering angle rate map as shown in Table 5 below and FIG. 7 .

A) At low speed or when stopped, use a fixed value (0.751 [rad/sec]).

B) At higher speeds, use 3.432 m/ ^s3 to calculate the steering angle rate from the vehicle speed.

Table 5. “Vehicle speed-steering angle rate” mapping diagram

Speed [km/h] 0.0 36.0 40.0 67.0 84.0 Front wheel steering angle rate limit [rad/s] 0.751 0.751 0.469 0.287 0.253

3.2.2.17. Estimation of maximum lateral acceleration

value

[Unit: m/ ^s2 ] (fixed value: 3.432)

Remark

·Maximum lateral acceleration for VP

3.2.2.18. Estimation of maximum lateral acceleration rate

value

[Unit: m/ ^s3 ] (fixed value: 3.432)

Remark

·Maximum lateral acceleration rate limited to VP

3.2.2.19. Accelerator pedal intervention

This signal indicates whether the accelerator pedal is depressed by the driver (intervention).

value

value describe Remark 0 Not pressed 1 Pressed 2 Exceeding autonomous acceleration

Remark

When the accelerator pedal position is above a defined threshold, the signal is set to "pressed".

When the requested acceleration calculated from the position of the accelerator pedal is higher than the requested acceleration from the ADS, the signal is set to "over autonomous acceleration".

3.2.2.20. Brake pedal intervention

This signal indicates whether the brake pedal is depressed by the driver (intervention).

value

value describe Remark 0 Not pressed 1 Pressed 2 Exceeding autonomous deceleration

Remark

When the brake pedal position is above a defined threshold, the signal is set to "pressed".

• When the requested deceleration calculated from the position of the brake pedal is higher than the requested deceleration from the ADS, the signal is set to "exceed autonomous deceleration".

3.2.2.21. Steering wheel intervention

This signal indicates whether the steering wheel is operated by the driver (intervention).

value

value describe Remark 0 Not rotating 1 ADS works in collaboration with the driver 2 Only human drivers

Remark

In "Intervention of Steering Wheel = 1", the EPS system drives the steering in cooperation with the human driver in consideration of the human driver's intention.

In "Steering intervention = 2", the steering request from the ADS is not implemented in consideration of the human driver's intention. (Steering will be driven by the human driver.)

3.2.2.22. Intervention of the gear lever

This signal indicates whether the gear lever is controlled by the driver (intervention).

value

value describe Remark 0 closure 1 Open Controlled (Move to any gear)

Remark

N/A

3.2.2.23. Wheel speed pulse (front left), wheel speed pulse (front right), wheel speed pulse (rear left), wheel speed pulse (rear right)

value

Remark

Integrate the pulse value at the pulse falling moment.

The wheel speed sensor outputs 96 pulses per single rotation.

·Whether the wheel speed sensor is invalid/faulty, the wheel speed pulses will be updated.

When "1" is subtracted from a pulse value showing "0", the value changes to "0xFF". When "1" is added to a pulse value showing "0xFF", the value changes to "0".

Until the rotation direction is determined after starting the ECU, the pulse value will increase when the rotation direction is "forward".

When forward rotation is detected, the pulse value will be increased.

When backward rotation is detected, the pulse value is subtracted.

3.2.2.24. Wheel rotation direction (front left), wheel rotation direction (front right), wheel rotation direction (rear left), wheel rotation direction (rear right)

value

value describe Remark 0 forward 1 backward 2 reserve 3 Invalid value Invalid sensor.

Remark

·Until the rotation direction is determined after VP is turned on, set "forward".

3.2.2.25. Driving direction

The direction of movement of the vehicle

value

value describe Remark 0 forward 1 backward 2 still 3 Undefined

Remark

· This signal shows "Standstill" when the four wheel speed values are "0" at a constant time. · When the gear is changed right after the vehicle starts, it can be "Undefined".

3.2.2.26. Vehicle speed

Estimated longitudinal speed of the vehicle

value

value describe Remark Maximum value in the transmitted bit Invalid value Invalid sensor. other Speed [unit: m/s]

Remark

The value of this signal is positive when both the forward direction and the backward direction are in progress.

3.2.2.27. Longitudinal acceleration

Estimated longitudinal acceleration of the vehicle

value

value describe Remark Minimum value in transmitted bits Invalid value Invalid sensor. other Acceleration [unit: m/ ^s2 ]

Remark

Acceleration (+) and deceleration (-) values based on the pulse direction state direction.

3.2.2.28. Lateral acceleration

The lateral acceleration of the vehicle

value

value describe Remark Minimum value in transmitted bits Invalid value Invalid sensor. other Acceleration [unit: m/ ^s2 ]

Remark

Positive values indicate counterclockwise rotation. Negative values indicate clockwise rotation.

3.2.2.29. Yaw rate

Yaw rate sensor value

value

Remark

Positive values indicate counterclockwise rotation. Negative values indicate clockwise rotation.

3.2.2.30. Slide detection

Tire sliding/slipping/skidding detection

value

value describe Remark 0 No Slide 1 slide 2 reserve 3 Invalid value

Remark

When any of the following systems has been activated, the signal is judged as "slip".

-ABS (Anti-lock Braking System)

-TRC (Traction Control)

-VSC(Vehicle Stability Control)

-VDIM (Vehicle Dynamics Integrated Management)

3.2.2.31. Vehicle mode status

Autonomous mode or manual mode

value

value describe Remark 0 Manual Mode The mode starts from manual mode. 1 Autonomous Mode

Remark

The initial state is set to "manual mode".

3.2.2.32. Automation Ready

This signal indicates whether the vehicle is capable of changing to autonomous mode

value

value describe Remark 0 Not ready for autonomous mode 1 Prepare for autonomous mode 3 invalid Status has not yet been determined.

Remark

N/A

3.2.2.33. Fault status of VP function in autonomous mode

This signal is used to show whether the VP function has certain failure modes when the vehicle operates in autonomous mode.

value

value describe Remark 0 No trouble 1 Fault 3 invalid Status has not yet been determined.

Remark

N/A

3.2.2.34.PCS Alarm Status

value

value describe Remark 0 normal 1 alarm Request an alert from the PCS system 3 Unavailable

Remark

N/A

3.2.2.35. PCS Readiness Status

Pre-filled state as a preparation for PCS braking

value

value describe Remark 0 normal 1 start up 3 Unavailable

Remark

• "Activate" is a state in which the PCS prepares the brake actuator to shorten the delay from when a deceleration request is issued by the PCS.

When the value becomes "activated" during vehicle mode status = "autonomous mode", "ADS/PCS mediation status" shows "ADS".

3.2.2.36. PCS Brake/PCS Brake Hold Status

value

value describe Remark 0 normal 1 PCS Braking 2 PCS Brake Hold 7 Unavailable

Remark

N/A

3.2.2.37.ADS/PCS mediation status

Mediation Status

value

value describe Remark 0 No request 1 ADS ADS 2 PCS PCS brake or PCS brake hold 3 Invalid value

Remark

When the acceleration requested by the PCS system in the VP is less than the acceleration requested by the ADS, the status is set to "PCS".

When the acceleration requested by the PCS system in the VP is greater than the acceleration requested by the ADS, the state is set to "ADS".

3.3 API for body control

3.3.1. API list for body control

3.3.1.1. Input

Table 6. Input API for body control

3.3.1.2. Output

Table 7. Output API for body control

3.3.2. Details of each API for body control

3.3.2.1. Turn signal command

Request to control the turn signal

value

value describe Remark 0 closure 1 right Right flash on 2 Left Left flash on 3 reserve

Remark

N/A

3.3.2.2. Headlight Command

Request to control the headlights

value

Remark

When the headlamp mode of the combination switch = "OFF" or autonomous mode = "ON", this command is invalid.

The driver's operation takes precedence over this command.

3.3.2.3. Hazard warning light command

Request to control hazard warning lights

value

value describe Remark 0 No request 1 Open

Remark

The driver's operation takes precedence over this command.

The hazard warning lights turn on when the "on" command is received.

3.3.2.4. Speaker Mode Command

Request for mode selection of opening time and closing time per cycle

value

Remark

N/A

3.3.2.5. Horn cycle command

Select the number of cycles to open and close.

value

0-7[-]

Remark

N/A

3.3.2.6.Continuous Horn Command

Request to turn the speaker on/off

value

value describe Remark 0 No request 1 Open

Remark

This command has a higher priority than 3.3.2.4 Speaker Mode and 3.3.2.5 Speaker Cycle commands.

The speaker turns “on” upon receiving the “on” command.

3.3.2.7. Windshield wiper command

Request to control the front windshield wipers

value

value describe Remark 0 Close Mode Request 1 Low frequency mode request 2 High frequency mode request 3 Burst Mode Request 4 Autonomous mode request 5 Spray pattern request One-time Erase 6-7 reserve

Remark

When the front windshield wiper mode of the combination switch is "Off" or "Auto", this command is effective.

• Driver input takes precedence over this command.

Maintaining the front windshield wiper mode while receiving a command.

Fixed the erasing speed in intermittent mode.

3.3.2.8. Rear windshield wiper command

Request to control the rear windshield wipers

value

value describe Remark 0 Close Mode Request 1 Low frequency mode request 2 reserve 3 Burst Mode Request 4-7 reserve

Remark

• Driver input takes precedence over this command.

Maintain windshield wiper mode while receiving a command.

Fixed the erasing speed in intermittent mode.

3.3.2.9.HVAC (first line) operation commands

Request to start/stop first row climate control

value

value describe Remark 0 No request 1 Open 2 closure

Remark

N/A

3.3.2.10.HVAC (second line) operation commands

Request to start/stop second row climate control

value

value describe Remark 0 No request 1 Open 2 closure

Remark

N/A

3.3.2.11. Target temperature (first one on the left) command

Request to set target temperature in the front left zone

value

value describe Remark 0 No request 60 to 85 [unit: Fahrenheit] (in 1.0 degree Fahrenheit increments) Target temperature

Remark

In case Celsius is used in VP, the value should be set in Celsius.

3.3.2.12. Target temperature (first one on the right) command

Request to set target temperature in right front zone

value

value describe Remark 0 No request 60 to 85 [unit: Fahrenheit] (in 1.0 degree Fahrenheit increments) Target temperature

Remark

In case Celsius is used in VP, the value should be set in Celsius.

3.3.2.13. Target temperature (second from the left) command

Request to set target temperature in the left rear zone

value

value describe Remark 0 No request 60 to 85 [unit: Fahrenheit] (in 1.0 degree Fahrenheit increments) Target temperature

Remark

In case Celsius is used in VP, the value should be set in Celsius.

3.3.2.14. Target temperature (second from the right) command

Request to set target temperature in the right rear zone

value

value describe Remark 0 No request 60 to 85 [unit: Fahrenheit] (in 1.0 degree Fahrenheit increments) Target temperature

Remark

In case Celsius is used in VP, the value should be set in Celsius.

3.3.2.15.HVAC Fan (First Line) Commands

Request to set the fan level of the front AC

value

value describe Remark 0 No request 1 to 7 (maximum) Fan level

Remark

If you want to turn the fan level to 0 (off), you should transmit "HVAC (first line) operation command = off".

If you want to turn the fan level to automatic, you should transmit "HVAC (1st line) operation command = On".

3.3.2.16.HVAC Fan (Second Line) Commands

Set the fan level of the AC after the request

value

value describe Remark 0 No request 1 to 7 (maximum) Fan level

Remark

If you want to turn the fan level to 0 (off), you should transmit "HVAC (second line) operation command = off".

If you want to turn the fan level to automatic, you should transmit "HVAC (second line) operation command = On".

3.3.2.17. Air outlet (first line) command

Request to set first row air outlet mode

value

value describe Remark 0 No Action 1 Upper body Air flows to the upper body 2 Upper body/feet Air flows to the upper body and feet 3 Feet Air flow to the feet 4 Foot/defogger Air flow to footwell and windshield defogger

Remark

N/A

3.3.2.18. Air outlet (second line) command

Request to set second row air outlet mode

value

value describe Remark 0 No Action 1 Upper body Air flows to the upper body 2 Upper body/feet Air flows to the upper body and feet 3 Feet Air flows to the feet.

Remark

N/A

3.3.2.19. Air circulation command

Request to set air recirculation mode

value

value describe Remark 0 No request 1 Open 2 closure

Remark

N/A

3.3.2.20.AC Mode Commands

Request to set AC mode

value

value describe Remark 0 No request 1 Open 2 closure

Remark

N/A

3.3.2.21. Turn signal status

value

Remark

N/A

3.3.2.22. Headlamp status

value

value describe Remark 0 closure 1 taillight 2 Low beam 3 reserve 4 High beam 5-6 reserve 7 invalid

Remark

N/A

3.3.2.23. Hazard warning light status

value

value describe Remark 0 closure 1 Hazard Warning 2 reserve 3 invalid

Remark

N/A

3.3.2.24. Speaker status

value

value describe Remark 0 closure 1 Open 2 reserve 3 invalid

Remark

When the 3.3.2.4 Horn Mode command is activated, the Horn Status is "1" even if there is a shutdown period in some modes.

3.3.2.25. Front windshield wiper status

value

value describe Remark 0 closure 1 Low frequency 2 High frequency 3 Interval 4-5 reserve 6 Fault 7 invalid

Remark

N/A

3.3.2.26. Rear windshield wiper status

value

value describe Remark 0 closure 1 Low frequency 2 reserve 3 Interval 4-5 reserve 6 Fault 7 invalid

Remark

N/A

3.3.2.27.HVAC (first row) status

value

value describe Remark 0 closure 1 Open

Remark

N/A

3.3.2.28.HVAC (second row) status

value

Remark

N/A

3.3.2.29. Target temperature (first one on the left) status

value

value describe Remark 0 Low temperature Coldest 60 to 85[unit: Fahrenheit] Target temperature 100 high temperature Hottest FWf unknown

Remark

In case Celsius is used in VP, the value should be set in Celsius.

3.3.2.30. Target temperature (first one on the right) status

value

value describe Remark 0 Low temperature Coldest 60 to 85[unit: Fahrenheit] Target temperature 100 high temperature Hottest FWf unknown

Remark

In case Celsius is used in VP, the value should be set in Celsius.

3.3.2.31. Target temperature (second from the left) status

value

value describe Remark 0 Low temperature Coldest 60 to 85[unit: Fahrenheit] Target temperature 100 high temperature Hottest FWf unknown

Remark

In case Celsius is used in VP, the value should be set in Celsius.

3.3.2.32. Target temperature (second one on the right) status

value

value describe Remark 0 Low temperature Coldest 60 to 85[unit: Fahrenheit] Target temperature 100 high temperature Hottest FWf unknown

Remark

In case Celsius is used in VP, the value should be set in Celsius.

3.3.2.33.HVAC Fan (1st row) Status

value

value describe Remark 0 closure 1 to 7 Fan level 8 Undefined

Remark

N/A

3.3.2.34.HVAC Fan (Second Row) Status

value

value describe Remark 0 closure 1 to 7 Fan level 8 Undefined

Remark

N/A

3.3.2.35. Air outlet (first row) status

value

value describe Remark 0 Close All 1 Upper body Air flows to the upper body 2 Upper body/feet Air flows to the upper body and feet 3 Feet Air flows to the feet. 4 Foot/defogger Air flows to the footwell and the windshield defogger operates 5 Demisting device Windshield defogger 7 Undefined

Remark

N/A

3.3.2.36. Air outlet (second row) status

value

value describe Remark 0 Close All 1 Upper body Air flows to the upper body 2 Upper body/feet Air flows to upper body and feet 3 Feet Air flows to the feet. 7 Undefined

Remark

N/A

3.3.2.37. Air circulation status

value

value describe Remark 0 closure 1 Open

Remark

N/A

3.3.2.38.AC Mode Status

value

value describe Remark 0 closure 1 Open

Remark

N/A

3.3.2.39. Seat occupied (first seat on the right) status

value

value describe Remark 0 Unoccupied 1 Occupied 2 Undecided With the ignition switched off or communication with the seat sensors lost 3 Fault

Remark

When there is luggage on the seat, the signal can be set to "occupied".

3.3.2.40. Seat belt (first one on the left) status

value

value describe Remark 0 Fastened 1 Unravel 2 Undecided In the event that the sensor does not work after the ignition is switched on 3 Switch failure

Remark

N/A

3.3.2.41. Seat belt (first one on the right) status

value

value describe Remark 0 Fastened 1 Unravel 2 Undecided In the event that the sensor does not work after the ignition is switched on 3 Switch failure

Remark

N/A

3.3.2.42. Seat belt (second one on the left) status

value

value describe Remark 0 Fastened 1 Unravel 2 Undecided In the event that the sensor does not work after the ignition is switched on 3 reserve

Remark

Unable to detect sensor failure

3.3.2.43. Seat belt (second one on the right) status

value

value describe Remark 0 Fastened 1 Unravel 2 Undecided In the event that the sensor does not work after the ignition is switched on 3 reserve

Remark

Unable to detect sensor failure

3.3.2.44. Seat belt (third seat on the left) status

value

Remark

Unable to detect sensor failure

3.3.2.45. Seat belt (third from center) status

value

value describe Remark 0 Fastened 1 Unravel 2 Undecided In the event that the sensor does not work after the ignition is switched on 3 reserve

Remark

Unable to detect sensor failure

3.3.2.46. Seat belt (third seat on the right) status

value

value describe Remark 0 Fastened 1 Unravel 2 Undecided In the event that the sensor does not work after the ignition is switched on 3 reserve

Remark

Unable to detect sensor failure

3.4. API for power control

3.4.1. API List for Power Control

3.4.1.1. Input

Table 8. Input API for power control

Signal name describe redundancy Power Mode Commands Commands to control the power mode of VP N/A

3.4.1.2. Output

Table 9. Output API for power control

Signal name describe redundancy Power mode status The current power mode status of the VP N/A

3.4.2. Details of each API for power control

3.4.2.1. Power Mode Commands

Request to control power mode

value

value describe Remark 0 No request 1 Sleep Turn off the vehicle 2 wake Open VCIB 3 reserve Reserved for data expansion 4 reserve Reserved for data expansion 5 reserve Reserved for data expansion 6 drive Starting the vehicle

Remark

FIG8 shows a state machine diagram of the power mode.

[Sleep]

Vehicle power-off state. In this mode, the main battery does not supply power to each system, and the VCIB and other VP ECUs are not started.

[wake]

VCIB is awakened by the auxiliary battery. In this mode, except for some body electronics ECUs, ECUs other than VCIB are not awakened.

[Driving Mode]

Vehicle powered on state. In this mode, the main battery supplies power to the entire VP, and all VP ECUs including VCIB are awakened.

3.4.2.2. Power Mode Status

value

value describe Remark 0 reserve 1 Sleep 2 wake 3 reserve 4 reserve 5 reserve 6 drive 7 unknown Means unhealthy conditions may occur

Remark

After executing the sleep sequence, the VCIB will continue to transmit [Sleep] as the power mode state for 3000 [ms]. And then, the VCIB will shut down.

· While VCIB is transmitting [sleeping], ADS will stop transmitting signals to VCIB. 3.5. API for fault notification

3.5.1. API List for Failure Notification

3.5.1.1. Input

Table 10. Input API for fault notification

Signal name describe redundancy N/A N/A N/A

3.5.1.2. Output

Table 11. Output API for fault notification

Signal name describe redundancy Request for ADS operation Applied Shock detection signal N/A Deterioration of the braking system Applied Deterioration of propulsion system performance N/A Deterioration of the performance of the gear shift control system N/A Deterioration of the performance of the fixed system Applied Deterioration of steering system performance Applied Power system performance degradation Applied Performance degradation of communication systems Applied

3.5.2. Details of each API used for failure notification

3.5.2.1. Requests for ADS operations

value

value describe Remark 0 No request 1 Maintenance required 2 Need to return to the garage 3 Stop immediately other reserve

Remark

• This signal shows the behavior that the ADS is expected to take based on a fault occurring in the VP.

3.5.2.2. Impact detection signal

value

value describe Remark 0 normal 5 Crash detection with airbag activation 6 Crash detection with high voltage circuit switched off 7 Invalid value other reserve

Remark

When a collision detection event is generated, a signal is continuously transmitted 50 times every 100 [ms]. If the collision detection state changes before the signal transmission is completed, a high priority signal is transmitted.

Priority: Collision Detection > Normal

• Transmit for 5 seconds regardless of the normal response at the time of collision, because a disconnect voltage request should be sent to the vehicle damage judgment system for 5 seconds or less after a collision in an HV vehicle.

The transmission interval is 100 milliseconds within the fuel cut action delay allowable time (1 second), so that data can be transmitted more than 5 times.

In this case, momentary power outages should be considered.

3.5.2.3.Deterioration of brake system performance

value

value describe Remark 0 normal — 1 Degradation detected —

Remark

N/A

3.5.2.4. Performance degradation of propulsion system

value

value describe Remark 0 normal — 1 Degradation detected —

Remark

N/A

3.5.2.5. Performance degradation of the gear shift control system

value

value describe Remark 0 normal — 1 Degradation detected —

Remark

N/A

3.5.2.6. Performance degradation of fixed systems

value

value describe Remark 0 normal — 1 Degradation detected —

Remark

N/A

3.5.2.7. Steering system performance degradation

value

value describe Remark 0 normal — 1 Degradation detected —

Remark

N/A

3.5.2.8. Performance degradation value of power supply system

value describe Remark 0 normal — 1 Degradation detected —

Remark

N/A

3.5.2.9.Degradation of communication system performance

value

value describe Remark 0 normal — 1 Degradation detected —

Remark

N/A

3.6. API for security

3.6.1. API List for Security

3.6.1.1. Input

Table 12. Input API for security

3.6.1.2. Output

Table 13. Output API for security

3.6.2. Details of each API for security

3.6.2.1. Door lock (front) command, door lock (back) command

value

value describe Remark 0 No request 1 locking Not supported in Toyota VP 2 Unlock 3 reserve

Remark

If ADK requests to unlock the front side, both front doors are unlocked.

Unlock the second row doors and tailgate if ADK requests unlocking the rear side.

If ADK requests to lock any door, the "Central Lock Command" should be used.

(This feature is not supported for single locks in Toyota VP.)

3.6.2.2. Central door lock command

Controls all door lock requests

value

value describe Remark 0 No request 1 Lock (all) 2 Unlock(All) 3 reserve

Remark

N/A

3.6.2.3. Device authentication signature first word, device authentication signature second word, device authentication signature third word, device authentication signature fourth word, device authentication seed first word, device authentication seed second word

The first word of the device authentication signature exists from the first byte to the eighth byte of the signature.

The second word of the device authentication signature exists from the ninth to the sixteenth bytes of the signature.

The third word of the device authentication signature exists from the 17th byte to the 24th byte of the signature.

The fourth word of the device authentication signature exists between bytes 25 and 32 of the signature.

The first word of the device authentication seed exists from the first byte to the eighth byte of the seed.

The second word of the device authentication seed exists from the ninth byte to the sixteenth byte of the seed.

3.6.2.4. Door lock (first one on the left) status

value

value describe Remark 0 reserve 1 locking 2 Unlock 3 invalid

Remark

N/A

3.6.2.5. Door lock (first one on the right) status

value

value describe Remark 0 reserve 1 locking 2 Unlock 3 invalid

Remark

N/A

3.6.2.6. Door lock (second one on the left) status

value

Remark

N/A

3.6.2.7. Door lock (second one on the right) status

value

value describe Remark 0 reserve 1 locking 2 Unlock 3 invalid

Remark

N/A

3.6.2.8. Door lock status of all doors

value

value describe Remark 0 reserve 1 Lock All 2 Any door unlocked 3 invalid

Remark

· In case any door is unlocked, "Any door is unlocked".

· In the case of a full department lock, "Lock All".

3.6.2.9. Alarm system status

value

value describe Remark 0 Clear Alarm The alarm system was not activated. 1 alert The alarm system was activated but no alarm was sounded. 2 start up The alarm system is activated and the alarm beeps. 3 invalid

Remark

N/A

3.6.2.9.1. Short-distance odometer

This counter is incremented by the freshness value management main ECU in short-range units.

value

0-FFFFh

Remark

This value is used to create the freshness value.

For details, please refer to other materials [Toyota's MAC module specifications].

3.6.2.9.2. Reset counter

This counter is periodically incremented by the freshness value management main ECU.

value

0-FFFFFh

Remark

This value is used to create the freshness value.

For details, please refer to other materials [Toyota's MAC module specifications].

3.6.2.10. The first door on the left is open

The current open/closed status of the first left door of the vehicle platform

value

value describe Remark 0 reserve 1 Open 2 closure 3 invalid

Remark

N/A

3.6.2.11. The first door on the right is open

The current open/closed status of the first door on the right

value

value describe Remark 0 reserve 1 Open 2 closure 3 invalid

Remark

N/A

3.6.2.12. The second door on the left is open

The current open/closed status of the second door on the left

value

Remark

N/A

3.6.2.13. The second door on the right is open

The current open/closed status of the second door on the right

value

value describe Remark 0 reserve 1 Open 2 closure 3 invalid

Remark

N/A

3.6.2.14. Trunk status

Current trunk door open/closed status

value

value describe Remark 0 reserve 1 Open 2 closure 3 invalid

Remark

N/A

3.6.2.15. Engine hood open

Current hood open/closed status

value

value describe Remark 0 reserve 1 Open 2 closure 3 invalid

Remark

N/A

4. API Guidelines for Controlling Toyota Vehicles

This section details how to use the API for Toyota vehicles.

4.1. API for vehicle motion control

4.1.1. API List for Vehicle Motion Control

The input API and output API for vehicle motion control are shown respectively in Table 14 and Table 15. Guidelines for the use of certain APIs appear in the following sections as indicated in each table.

4.1.1.1. Input

Table 14. Input API for vehicle motion control

*Response time in VP based on request from ADK

Output

Table 15. Input API for vehicle motion control

4.1.2. API details for vehicle motion control

4.1.2.1. Pulse direction command

For values and notes, see 3.2.2.1

FIG9 shows the detailed shifting sequence.

The acceleration command requests the first deceleration and the vehicle stops. When the driving direction is set to "stationary", any gear can be requested by the propulsion direction command. (In FIG. 9 , "D" → "R").

A deceleration is required by an acceleration command until the gear shift is completed.

After the gear change, acceleration/deceleration can be selected based on the acceleration command.

While the vehicle mode state = autonomous mode, the driver's shift lever operation is not accepted.

4.1.2.2. Fixed commands

See 3.2.2.2 for values and comments.

FIG. 10 shows how to activate/deactivate the fixed function.

The acceleration command requests a deceleration to stop the vehicle. When the vehicle speed reaches zero, the fixation function is initiated by the fixation command = "applied". The acceleration command is set to deceleration until the fixation state is set to "applied".

When the fix function is disabled, the fix command = "released" needs to be requested, and at the same time the acceleration command needs to be set to deceleration until the fix state = "released" is confirmed.

After deactivating the fixed function, the vehicle can be accelerated/decelerated based on the acceleration command.

4.1.2.3.Standstill command

See 3.2.2.3 for values and comments.

In the case where the stationary command is set to "applied", the brake hold function can be prepared for use, and the brake hold function is activated in the state where the vehicle is stopped and the acceleration command is set to deceleration (<0). And then the stationary state is changed to "applied". On the other hand, in the case where the stationary command is set to "released", the brake hold function is deactivated.

FIG. 11 shows the quiescent sequence.

In order to stop the vehicle, a deceleration is requested via an acceleration command.

When the vehicle comes to a temporary stop, the driving direction is changed to "Standstill". Even during the stationary state = "Applied", a deceleration is requested by an acceleration command.

If it is desired to move the vehicle forward, the acceleration command is set to accelerate (>0). The brake hold function is then released and the vehicle is accelerated.

4.1.2.4. Acceleration Command

See 3.2.2.4 for values and comments.

The following shows how the vehicle behaves when the accelerator pedal is operated.

When the accelerator pedal is operated, the maximum acceleration value of 1) calculated from the accelerator pedal travel or 2) the acceleration command input from the ADK is selected. The ADK can see which value is selected by checking the intervention of the accelerator pedal.

The following shows how the vehicle behaves when the brake pedal is operated.

The vehicle's deceleration value is the sum of 1) the value calculated based on the brake pedal travel, and 2) the value requested by the ADK.

4.1.2.5. Front wheel steering angle command

See 3.2.2.5 for values and comments.

The following shows how the front wheel steering angle command is used.

The front wheel steering angle command is set as a relative value to the front wheel steering angle.

For example, when the front wheel steering angle = 0.1 [radians] and the vehicle is moving straight;

If the ADK wants to go straight, the front wheel steering angle command will be set to 0+0.1=0.1 [radians].

If the ADK requests a steering of -0.3 [radians], the front wheel steering angle command will be set to -0.3 + 0.1 = -0.2 [radians].

The following shows how the vehicle behaves when the driver operates the steering device.

The maximum value is selected from 1) a value calculated based on the steering wheel operation performed by the driver, or 2) a value requested by the ADK.

Note that if the driver operates the steering wheel forcefully, the front wheel steering angle command will not be accepted. This situation can be detected by the steering wheel sign intervention.

4.1.2.6. Vehicle Mode Commands

FIG. 12 shows a state machine for mode transitions of an Autono-MaaS vehicle.

A description of each status is shown below.

A description of each conversion is shown below.

4.2. API for body control

4.2.1. API list for body control

4.2.1.1. Input

Table 16. Input API for body control

Output

Table 17. Output API for body control

4.3. API for power control

4.3.1. API List for Power Control

4.3.1.1. Input

Table 18. Input API for power control

Signal name describe redundancy Usage Guidelines Power Mode Commands Commands to control the power mode of VP N/A —

4.3.1.2. Output

Table 19. Output API for power control

Signal name describe redundancy Usage Guidelines Power mode status The current power mode status of the VP N/A —

4.4. API for fault notification

4.4.1. API List for Failure Notification

4.4.1.1. Input

Table 20. Input API for fault notification

Signal name describe redundancy Usage Guidelines N/A — — —

4.4.1.2. Output

Table 21. Output API for fault notification

Signal name describe redundancy Usage Guidelines Request for ADS operation — Applied — Shock detection signal — N/A — Deterioration of the braking system — Applied — Deterioration of propulsion system performance — N/A — Deterioration of the performance of the gear shift control system — N/A — Deterioration of the performance of the fixed system — Applied — Deterioration of steering system performance Applied — Power system performance degradation Applied — Degradation of communication system performance Applied —

4.5. API for security

4.5.1. API List for Security

The input API and output API for security are respectively shown in Table 22 and Table 23. Usage guidelines for some APIs appear in the following sections as indicated in each table.

4.5.1.1. Input

Table 22. Input API for security

4.5.1.2. Output

Table 23. Output API for security

4.5.2. Detailed Guidelines for API Security

4.5.2.1. Device Authentication Protocol

Device authentication is applied when the VCIB is powered up from "sleep" mode.

After successful authentication, VCIB can start communicating with ADK.

The authentication process is shown in FIG. 13 .

Certification Specifications

Although the embodiments of the present disclosure have been described, it should be understood that the embodiments disclosed herein are illustrative rather than restrictive in all aspects. The scope of the present disclosure is defined by the terms of the claims and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

Claims (11)

1. An autonomous driving kit that can be attached to and detached from a vehicle platform, the autonomous driving kit issuing instructions for autonomous driving to the vehicle platform, the vehicle platform including a steering system for steering the vehicle platform, the autonomous driving kit comprising: Computing components; and a communication module configured to communicate with the vehicle platform, wherein The computing component obtaining a torque value associated with the steering system from the vehicle platform via the communication module, and A wheel steering angle command is sent to the vehicle platform via the communication module, wherein the wheel steering angle command indicates a wheel steering angle according to a driving plan of the autonomous driving and the obtained torque value. 2. The autonomous driving kit according to claim 1, wherein The steering system includes a sensor for detecting steering torque, and The torque value is a value detected by the sensor. 3. The autonomous driving kit according to claim 1, wherein The steering system includes a steering motor, and The torque value is a torque value estimated based on a current value of the steering motor. 4. The autonomous driving kit according to claim 1, wherein The steering system includes a steering motor, and The torque value is a value of a maximum steering torque that can be output by the steering motor. 5. A vehicle comprising the autonomous driving kit according to claim 1. 6. A vehicle platform in communication with an autonomous driving kit, the vehicle platform being configured to allow autonomous driving according to instructions for autonomous driving from the autonomous driving kit, the autonomous driving kit being attachable to and detachable from the vehicle platform, the vehicle platform comprising: a steering system for steering the vehicle platform; and A vehicle control interface box provides control commands for controlling the steering system, wherein The vehicle control interface box sending a torque value related to the steering system in the vehicle platform to the autonomous driving kit according to a request from the autonomous driving kit, and the autonomous driving kit obtains the torque value; and A control command according to a wheel steering angle command received from the autonomous driving kit is provided to the steering system, the wheel steering angle command indicating a wheel steering angle according to a driving plan of the autonomous driving and the torque value. 7. The vehicle platform according to claim 6, wherein The steering system includes a sensor for detecting steering torque, and The torque value is a value detected by the sensor. 8. The vehicle platform of claim 6, wherein The steering system includes a steering motor, and The torque value is a torque value estimated based on a current value of the steering motor. 9. The vehicle platform of claim 6, wherein The steering system includes a steering motor, and The torque value is a value of a maximum steering torque that can be output by the steering motor. 10. A vehicle comprising the vehicle platform according to claim 6. 11. A vehicle control interface box, which communicates with an autonomous driving kit and issues an instruction for autonomous driving to a vehicle platform according to the instruction for autonomous driving from the autonomous driving kit, the autonomous driving kit being attachable to and detachable from the vehicle platform, the vehicle platform comprising a steering system for steering the vehicle platform, the vehicle control interface box comprising: Processor; and a memory storing a program executable by the processor, wherein According to the program stored in the memory, the processor sending a torque value related to the steering system in the vehicle platform to the autonomous driving kit according to a request from the autonomous driving kit, and the autonomous driving kit obtains the torque value; and A control command according to a wheel steering angle command received from the autonomous driving kit is provided to the steering system, the wheel steering angle command indicating a wheel steering angle according to a driving plan of the autonomous driving and the torque value.

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